Driving mechanism.



No. 643,564. Patented Feb. l3, I900.

w. J. THOMPSON. nmvms MECHANISM.

(Application filed Dec. 8, 1898.)

(No Model.) 4 Sheets-Sheet l.

I Vifnesses fiwmi'ar W z :2 filvilliam 1720);: s01:

No. 643,564. Patented Feb. [3, I900.

W. J. THOMPSON.

DRIVING MECHANISM.

(Application filed Dec. 8, 1898.)

(No Model.) 4 Sheets-Sheet 2,

Winesses fnvmior C 2 0? M William jzom sbn W W. J. THOMPSON. nmvme mEcHAms'm.

(Application filed Dec. 8, 1898A Patented Feb. l3, I900.

4 Sheets-Sheet 3.

(No Model.)

Wbfness 65 x I/1I/e/12ar Z01] Z 2/62/77 J 2710171 050 THE Nonms PETERS co. mom-Luna WASNINGTDN, ay 4:.

WILLIAM JAMES THOMPSON, OF WEST KOGARAH, NEW SOUTH l/VALES.

DRIVING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 643,564, dated February 13, 1900. Application filed December 8, 1898. Serial No. 698,675. (No model.)

To all whom it may concern:

Be it known that I, WILLIAM JAMES THOMP- soN, civil engineer, a subject of the Queen of Great Britain, residing at Warialda street, West Kogarah, near Sydney, in the British Colony of New South Wales, have invented new and useful Improvements in the Driving Mechanism of Pedal-Driven Machines, Specially Applicable to Bicycles and the Like, of which the following is a specification.

The invention relates to certain improvements in the driving mechanism of pedaldriven machines, specially applicable to bicycles and the like, whereby on bicycles the hanger-bracket and the intermediate driving spindle are dispensed with, there being substituted therefor pedal-levers (with approximately reciprocating motion) connected to cranks revolving the axle of the driving-wheel and having varying fulcra adjacent to and relatively behind said axle, from which axle multiplying-gear imparts revolution to said wheel.

In order that this invention may be clearly understood, reference will now be made to the drawings herewith, in which Figure 1 is a side elevation of a bicycle, akin to what is known as a safety-bicycle, constructed according to the present improvements. Figs. 2 and 3 are side elevation and plan, partially in section, on a larger scale, respectively, of the driving mechanism of said bicycle. Fig. 4 is a similar view to Fig. 3 of a modified construction of said driving mechanism. Fig. 5 is an elevation of toothed gearwheels; and Figs. 6, 7, and S, are plan and sections, respectively, of a pneumatic pedal.

The bicycle-frame is preferably an adaptation of the diamond frame, having front fork or over the front wheel A, a backbone b, a diagonal or saddle pillar 0, two back forks d and e over the back wheel B, and a crosspiece or bearer f, the back end of which forms a bottom fork or brace f. With the exception of the frame and the pedal-driving mechanism hereinafter particularly described all the parts of the bicycle are of constructions well understood.

The axle B of the driving-wheel B is carried in brackets or hangers O, affixed on bot- I torn fork f, and the bearings it has therein are roller-bearings E the balls of which may be adjusted or tightened in their race (or two half-cups) O by the set-screws O in the bottom cover or half-bracket O, which is fastened by bolts 0 to the fixed bracket 0.

O is an oil-passage, and C an oil-pipe from the hub oil-case.

The driving-wheel B revolves on rollerbearings B against fixed and movable cones adjusted as well understood, the gear-side one being rendered dustproof and oil-retaining by a guard or flange G on the clamp or nut L and the other one by a cover L The pedals D, preferably of the kind hereinafter particularly described, are on levers D, which have roller-bearing joints D as shown, to cranks B on ends of axle B. Back wardly of this joint D each lever carries rollers or fulcra-wheels E and F on roller-bearings D and D, respectively. Each fulcrawheel E is adapted at certain parts of the stroke of the lever D" to have bearing against fulcra-guides E, affixed to the bottom fork f the configuration of which guide or groove is preferably as shown, though it may be of other curved shape. Each fulcra-wheel F has bearing upwardly against straight fulcrumguide F under the bottom fork f though this guide rnay be of other form than straight.

F is a guard for preventing the back end of lever D from dropping. As the fulcraguides E and F act as the fulcra in different parts of the stroke of the lever D, their shapes or configurations are independent of one an other, though in practical working it is desirable that they be so constructed (say as illustrated in the drawings) that the impact of the rollers or wheels E and F on their respective guides will take place smoothly and without shock. The rollers or wheels, if necessary,

may be covered with rubber or the like to destroy or diminish noise. In the drawings the pedal-lever D nearest the observer is shown at its lowermost position, while the other lever is at the top of the stroke, the position of the cranks B being marked, respectively, as 1 and 3 on their circle of travel, (dotted lines.) As shown, the rollers E and F on the nearer side are at points 1 and 1 respectively, and those on the other side at points 3 and 3 In dotted lines the positions of the levers and rollers are indicated when the cranks B are at points 2, 4, and 5, respectively, the positions of the centers of rollers E and F being marked as 2 4 and 5 and 2 4 and o respectively, the full course of the centers of rollers or wheels E and F being shown by dotted lines.

It will be seen from Fig. 2 that the wheel or roller E leaves the guide E when the pedal has passed through the greater part of the downstroke and again engages with said guide E at a very acute angle on the up or back stroke, thereby causing the impact to be unnoticeable and in a sufficient manner to just relieve the wheel F from the guide F until it is again about to leave the guide E on the downstroke of the pedal, when wheel F again bears on guide F, thus giving great power through the top part of the upstroke (for back-pedaling) and the greater part of the downstroke, while roller F enables the foot to be carried back through the remainder of the revolution,and so on. If desired, extending downwardly from the frame in front of the cranks B" there may be guides for the pedal-levers to work in. The pedals D are attached to the levers D by means of clamp D and screw bolt and nut D so that they may be set in any required position along the levers. An additional or auxiliary pedal D" may be attached to each lever, so as to enable long or short leg strokes to be given, if desired. The pedals are hinged or jointed on pin D, so as to have a slight oscillating motion to adapt them to the position of the foot. The pedals are set on acute-vibration springs or, as hereinafter described, have pneumatic I treads.

In the modification illustrated in Fig. 4E there is but one back fork d, and the bottom forkf terminates just behind the brackets or hangers O (constructed with roller-bearings for the axle B, as hereinbefore described.) Instead of being connected direct with the crank B the pedal-lever D carries on its roller-bearing joint D a bell-crank D one end of which is connected to said crank B while the other carries on roller-bearing D a roller or wheel E in guide E, while on the roller-bearin g joint D of said lever D is roller or wheel Fin guide F. The guides E and F may be of any approved configuration having in View the easy and smooth working of the levers D on varying fulcra, and they are made in one piece and clamped to the forks and cross-piece or bearer f. Similarly, as hereinbefore deseribed,each fulcra wheel or roller E, as likewise its complement the fulcra wheel or roller F, is adapted at certain parts of its travel to have bearing against its guide and at other parts to be relieved therefrom. In the drawings the cranks and rollers and bellcrank are shown in full lines as when at the top and bottom of the stroke, the crank B being in positions 1 and 3 on its circle of travel, the rollers E and F being correspondingly and respectively at 1 and 3 and l and 3 Further positions, as when the cranks are at points 2 and 4, are also shown. The

rollers E and F are correspondingly at points 2 and M and 2 and 4 on their respective center lines of travel. The corresponding positions of the joint D are marked 1, 2 3, and 4, respectively.

Whether the gear shown in Fig. 2 or the modification thereof shown in Fig. t be used it will be seen that a full stroke of the two levers Dthat is, one movement up and one movement down of each lever-will turn the axle B in its bearings a complete revolution, and continuous strokes will cause it to re volve evenly at a comparatively good speed; but to increase the gear of the bicycle the revolution of the axle B is multiplied while it is being imparted to the driving-wheel B, and this is effected by tooth or chain or other convenient gearing contained in a casing G, attached by clips G to the frame of the bicycle. In this casing is a pin H,with double cones H, forming roller-bearings II for. the hub or boss of a double gear-wheel or a double chain-wheel. This pin II is held on the sides of the casing G, having slots or openings to allow it to be moved either toward or from the axle B and hub B for adjustment by means of sliding pieces H on bolt H having nuts H The larger driver-wheel J has epicycloidal teeth, and it is riveted or bolted or screwed to flange B on the axle B. This wheel drives the pin-wheel K, riveted, screwed, or bolted to the boss or revolving piece K on ball-bearings II on the pin II. The toothed wheel K is also fixed to said boss K, and it engages with a driven wheel L, secured to the hub B by a left-hand-screwed circular clamp or nut L and formed of rollers L between side pieces or cheeks L of center piece L The wheel K is equal and similar to Wheel L. Also the wheels J and K are equal and similar, having the depressions or seating of the teeth out deeper than the radius of the roller-teeth below the pitch circle and narrower than the diameter of the rollers toward the bottom or base of the teeth to provide for adjustment, (consequent upon wear,) which is achieved by bringing the wheels K and K with the pin H, closer to the axle B by means of the adjusting-screws H Through this gearing the motion of the cranks B and axle B is communicated to the driving-wheel B of the ma chine by the wheels J and K, through the wheels K and L, but accelerated in the proportion to the diameters of wheels J and K over the wheels K and L.

Instead of the toothed wheels and pinwheels, as described, chain-gearing might be used, in which case the double-coned pin II would be the same; but for the wheels J and L and K and K sprocket-wheels would be substituted, short chains passing around each driver and driven and adapted to be adjusted by screws H while the whole might or might not be inclosed in the dustprool casing G or may be attached by clips inside or outside of the bicycle-frame.

The pneumatic pedal D consists of a tread M, honeycombed or roughened on its ends, with side guards M on top of a leather or rubber box or outer casing N. This outer casing N, containing an inner rubber tube 0, sits on a bottom plate P, with end flanges P taking upwardly to the guards M, from which pins M protrude through slots P. It Will be seen that when the inner tube is filled with air under pressure (through ordinary ingressvalve N) the tread M will be supported by such air-pressure, and thus the foot be pneumatically snpportedand defended from jars or shocks.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is- 1. The combination with a driving-axle hav ing a crank, and a driving-wheel on the axle, of a plurality of fulcra-guides of different configuration, and a pedal-leverpivotally connected with the axle-crank and having a plurality of fulcra to bear, respectively, against the fulcra-guides and each of said fulcra at certain parts of its travel leaving or passing from engagement with its guide and at other parts of its travel bearing against its guides, substantially as and for the purposes described.

2. The combination with a driving-axle having a crank, and a driving-wheel on the axle, of a plurality of fulcra-guides of different configuration arranged in operative relation and one having an extremity terminating at the extremity of another, and a pedal-lever pivotally connected with the axle-crank and carrying a plurality of fulcra to bear, respectively, against the fulcra-guides and each of said fulcra at certain parts of its travel leavin g or passing from engagement with its guide,

and one of said fulcra at certain parts of its travel moving from one of the fulcra-guides onto another, substantially as and for the purposes described.

3. The combination with a driving-axle having a crank, a drivingwheelloose onthe crank, and multiplying-gearing operated by the axle to turn the driving-wheel, of a plurality of fulcra-guides of different configuration arranged above the level of the crankaxle, and a pedal-lever pivotally connected with the axle-crank-and having a plurality of fulcra in rear of the axle to bear, respectively, on the fulcra-guides and each of which at certain parts, of its travel leaves or passes from engagement with its guide and at other parts of its travel bears against its guide, substantially as and for the purposes described.

4. The combination with an axle having a crank, a driving-wheel loose on the axle, and gearing for driving the wheel from the axle, of fulcra-guides located in rear of the axle, one beingcurved and the other substantially rectilinear and having one extremity terminating at one extremity of the curved guide to form practically a continuation thereof, and a pedal-lever pivotally connected with the axlecrank and carrying a plurality of f ulcra rollers or wheels to travel, respectively, against the fulcra-guides and each leaving or passing from engagement with its guide at certain parts of its travel, one of said fulcra rollers or Wheels arranged to move from the rectilinear to the said curved guide, substantially as and for the purposes described.

Dated this 26th day of October, 1898.

XVILLIAM JAMES THOMPSON.

Witnesses:

PERCY NEWELL, MICHAEL JosEPH CANDRIOK 

